Air-brake system.



No. 684,735. Patented Oct. I5, l90l. P. WHITING.

AIR BRAKE SYSTEM.

(Application Bled Aug. 28, 1900.)

3 Sheets-Sheet (No Model.)

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. P WHITING AIB BRAKE SYSTEM.

(Application led Aug. 28, 1900.) (No Model.) 3 Sheets-Sheet 2.

liga/aow: Y Y mm* No. 684,735. Patented Oct. l5, 190|. P. WHITING.

AIR BRAKE SYSTEM.

(Application led Aug. 28, 1900.) 4 (No Model.) 3 Sheets-Sheet 3.

UNITED STATES PATENT QEETCE,

PAUL lVl'IITING, OF EAST LASVEGAS, TERRlTORY OF NEV MEXCO.

AIR-BRAKE SYSTEM.

SPECIFICATION forming part of Letters Patent No. 684,735, dated October15, 1901. Application iiled August 28, 1900. Serial No. 28,311. (Nomodel.)

To @ZZ whom it may concern,.-

Be it known that I, PAUL WHITING, a citizen of the United States,residing at East Lasvegas, in the county of San Miguel and Territory ofNew Mexico, have invented new and useful Improvements in Air-BrakeSystems, of which the following` is a specification.

My invention relates to air-brake systems; and one object of the saineis to provide reliable means for indicating and regulating the brakepressure, said means being located within the cab of the engine andunder direct control of the engineer.

Another object of my invention is to provide a straight air-brake systemwhich will be simple in construction and operation and which will permitthe engineer to increase or reduce the pressure at all times, to preventthe necessity of clubbing the brakes, or to increase or diminish thepressure to control the speed.

These objects are attained by means of the construction illustratedinthe accompanying drawings, in which-- Figure 1 is a diagrammatic viewillustrating the general plan of my system. Fig. 2 is a verticalsectional view taken centrally through the twoway cock. Fig. 3 is an endelevation of my engineers valve. Fig. 4 is a development of the lowerhalf of the inner cylinder of the engineers valve. Fig. 5 is adevelopment of the lower halt` of the outer cylinder of said valve. Fig.5a is a transverse section of the cylinder-valve through one series ofports. Fig. 5b is a transverse section of the cylinder-valve through theother series of ports. Fig. 6 is a side elevation of the hose-coupling.Fig. 7 is a longitudinal section of one member of said coupling. Fig. 8isavertical section of the whistle-valve. Fig. 9 is a vertical sectionof the reducing-valve. Fig. 10 is a perspective view of the ferrule incombination with a section ofthe sleeve. Fig. 10 is a detail section ofthe catch,

Like characters of reference designate like parts wherever they occur inthe different views.

Several of the devices included in this system are not claimedspecifically, but are covered by the following patents or applicationsfor patents: allowed application for patent, tiled September 12, 1900,Serial No. 29,799; al=

valve, 6 is the l1ose-coupling, and 7 is the twoway cock.

The cylinder-valve consists of an inner cylinder S, inclosed within atwo-part cylinder or housing 9. The outer surface of the inner cylinderand the inner surface of the outer cylinder are ground to form a tightjoint. The inner cylinder has a stub-shaft 10, projecting through theend of the outer cylinder, and an operating-handle 11 is secured to theend of said stubshaft. Stop-lugs 12 are formed near the end of the outercylinder to engage the spring-bolt 13 of the handle 11. There are fivestop-lugs illustrated and each lug represents a different position ofthe valve. The inner cylinder is hollow and is provided with seven ports(designated 1 to 7, inclusive) and the outer cylinder has three ports,(designated S to 10', inclusive.) These ports are of two different sizesand are brought into register by the handle, and the live positions ofthis handle correspond to rapid exhaust, slower exhaust, cut-olf, smallsupply, and large supply.

Vhen the valve is set in the first position, the ports 5 and 9 and 4 8will register and the brake cylinder will exhaust rapidly. Vfhen set inthe second position, the ports 4 9 and 3 S will register, giving a slowexhaust. Vlhen set in the third position, all ports will be blanked,giving a cut-off. fhen set in the fourth position, the ports 7 10' and 29 will register, thus giving a small supply to brakecylinder. When setin the i'ifth position, the ports 6 10 and 1' 9 Will register, giving alarger supply.

The reducingvalve 2 is connected to the valve 1 by the pipe 1S, andconsists of a cy lindrical casing 19, with an apertured valve 20 seatedin the head of said casing and communicating with said pipe 18. A piston2l tits snugly within the casing and is provided with alongitudinally-apertured stein 22. Secured into the lower end of theaperture 23 is a conical valve-seat 24, which tits the valve 20. Thestem 22 is encircled by aspring 25,

IOO

held in place by anadjusting-nut 26. This stem isannularly grooved at27, and passages 28 establish communication between said groove andthelongitudinal aperture The upper portion of the casing 19 is reducedin size and surrounds the stem 22, and two small slots 29a are formed inthis casing just opposite the position of the groove 27 when the pistonis raised against the stress of the spring 25. A collar 23t surroundsthe casing 19, and seated on said collar and fitted snugly to the casingis a ferrule 29, triangularly apertured at 30. A threaded sleeve 3l isscrewed onto the upper end of the casing and extends down to near thetop of the ferrule. Two catches 32 are seated in the lower rim of saidsleeve and engage a series ot teeth 32, formed in the top of saidferrule. These teeth are rounded, so that the catches will ride overthem in either direction, and are provided to make the movement of theferrule more positive. The top of the sleeve 3l is capped by a nut 33,which is high enough to obviate the danger of being struck by the stemwhen thc valve is suddenly unseated. The tension of the spring 25 isadjusted to a previously-determined pressure. When the pressure in thepipe exceeds the tension of the spring, the valve will be unseated andair will escape by way of the groove l27, passages 2S, triangularaperture 30, and slots 29, The rate of egress of the air may beregulated by the ferrule 29.

'l-he whistle-valve 4 consists of an outer casing 34e, a piston 35,having a hollow stem 3G, surrounded by a spring 37, a valve-seat 38, anda head 39, provided withpassages 40. A whistle 4l is secured at the topof the casing 34, and a nut 42 regulates the tension of the spring 37.ln operation the spring 37 is adjusted to be of slightly less tensionthan the spring in the reducing-valve to give an alarm before the actionof the reducing-Valve.

` The pressure-gage 3 may be of the usual construction and may beconnected to pipe 14E between the cylinder-valve l and thereducing-valve 2.

The hose-coupling 6 consists of two interlocking members on Gb, eachmember having a spring-seated valve 6 therein. This Valve is providedwith an enlarged head 6d, seated by the stress of spring G.e on thevalve-seat Gf, as shown in Fig. 7. The valve-stem Gg extends upward fromthe head 6d into a cap-nut 6 and downward from said head through thewall of the coupling member 6b, and nea-r its end it is provided with apacking-ring 6i. A rubber gasket 6J is seated in a socket in thecoupling. A flange 6k extends outward under the valve-stem 6g and isprovided with ridges 61 and a vertical Wall Gm. Between the ridges 61and the wall 6 a curved guidewayp.n is formed. A wedgeshaped tongue 6,transversely curved and extending across the member 6b, is adapted totit under the end ofy the valve-stem 6g to hold the valve open When thetwo sections are coupled together.

y the cylinder valve l.

It will be understood that the members 6a and Gb-are identical instructure and that when coupled together the tongues 60 hold the valvesopenagainst the stress of springs (ic and that the two members of thecoupling are disposed at an angle to each other. When the cars separateand Jthe coupling is pulled out straight, the members 6 (3b uncouple andclose their valve automatically by means of the springs 6C. When themembers are coupled, the ridges GI interlock and hold the memberstogether, and communication is established through said members by wayof passage 6p and through the aperture in the gasket 6l. -When themembers are coupled, the valves are opened and communication isestablished through the coupling. Should the cars be separated, thecoupling would straighten out and uncouple automatically and the valveswould be forced to their seats by the springs in each member of thecoupling.

The two-way cock 7 consists of a T-coupling having a ballvalve seated ina recess at the junction of the three stems of the T', the ball beingprovided with a central bore 15. A handle 17 is connected to the valvefor turning it into different positions. This cock is located at thejunction of a pipe leading from the triple-valve exhaust and thesupplypipe. This cock is set to cut off the exhaust, and thus preventsthe brakes from being released wh'en the engineers Valve of theWestinghouse system is turned to releasing position.

My system may be used in combination with the usual Westinghouseautomatic brake system, as shown, u being the main reservoir; Z9, theengineer-s valve; c, the triple valve; d, the auxiliary reservoir; t,the brake-cylindcr; f, the eqnalizing-reservoir, and g thepressure-gage. The brake-cylinder and auxiliary d are connected to thetriple cby pipes h and t, respectively, in the usual manner. The triplec is also connected to a rst trainlinej by a pipe 7c. The engineersvalve Z9 is at the termination of the train-linej, which is i connectedto the main reservoir a by a pipe Z. i It is also connected to the gageg and equalizing-reservoir fby pipes m and u, respectively.

The mechanism peculiar to my system is all connected to a second orauxiliary train-line A, which terminates at' and is connected' to Thegage 3, safetyvalve 2, and whistle 4 are connected tothe line A bybranch pipes joined thereto at points above the main reservoir c, whichis Valso connected to the line A by a pipe B, normally closed by aValVe'D. Branches C on each car (only one is shown) connect thebrake-cylinder t with the line A. The line A is connected to thecylinder-valve l by a coupling which communicates with theport 9. A pipeE establishes communication between the two train-lines and is joined tothe pipe l at a point just below the engineers valve and to thecylinder-valve 1 by a connection IOO which communicates with the portl0'. port S opens into the air.

Given the above connections, the path of the air When the handle ll onthe cylindervalves is set in its different positions can now be traced.First position: from brake-cylinder t' to line A, lthrough ports 9, and5 and ports 4' and S, to open air; slow exhaust. Second position: frombrake-cylinder tto line A, through ports 9' and et and ports 3' and 8',to open air; rapid exhaust. Third position: all ports blanked; out off.Fourth position: from main reservoir@ to pipe E, through ports l0' and7' and ports 2 and 9', to line A and through pipe C to brake-cylinder@small supply. Fifth position main reservoir a', pipe F., ports lO' and6', ports l and 9', line A, and pipe C, to brake-cylinder t; largesupply.

The operation of a system thus equipped is as follows: Under normalconditions the air-pressure in the train-line and the auxiliaryreservoir Will be equal, the handle ll of valve 1 being in position toexhaust the brakecylinder. Consequently if any triple valve is defectivein the train the brakes will be nevertheless released. The handle ll maybe placed in the second position, corresponding to a slower exhaust.This Will usually be the ease when the train is running fast. Whenbrakes are to be applied, the handle 1l is thrown over to the centralstop or lug, blanking all the ports. The brakes may now be set by thelVestinghouse system by making a slight reduction of pressure in thetrainline by use of the valve ZJ. The handle ll can now be thrown overto the third position and the brakes held While the en gineens valve Z)is set at released position and the auxiliary reservoir pumped up. lfthe brakes are nowr set too hard, the handle ll may be turned over to apartial release in second position and back to the third position and aportion of the air thus released from the brake-cylinder. The decreasein pressure will be indicated on the gage 3. It will be noted that thebrakes will remain set after the valve h has been set at releaseposition if the handle ll is set in the third position, blanking allports, because the cock 7 is set to cut off the exhaust of thebrake-cylinder. The brakes can only be released by setting the handle llat either the first or second position. If it is desired, as in cases ofemergency or When the pressure in the auxiliary reservoirs is very lowor when 011e of the triple valves is defective, straight air may be usedby setting the handle ll at either the fourth or fifth position. Ashereinbefore stated, the fourth position Will apply the brakes graduallyand the fifth position more rapidly, owing to the larger size of theports. The reducing-valve 2 Will be set to blow off at a certainpredeterminedpressure and Will thereby prevent the air-pressure fromexceeding a certain amount. This will prevent the use of excessivepressure, causing the flattening of Wheels. The Whistle-valve s is settorespond The to a pressure slightly less than that of the reducng-valveand the engineer is warned of the rise of pressure by the sound of thewhistle. Should the train part, the coupling 6 would straighten out anduucouple and the valves in the coupling members would be forced by theirsprings to their seats and prevent the loss of air. Should the trainpart when the brakes are set, in case the rear end of the train is notbrought to an immediate stop by the action of the brakes the engineermay quickly release the brakes on the forward end by the use of handle1l, and thus keep it Well ahead of the rear end until danger ofcollision is past. When the rear end has come to a stop, the frontendmay be backed up and coupled and the brakes immediately released by theuse of handle 1l without Waiting to pump off the brakes or bleed thecars.

From the foregoing description the follow-1 ing advantages may begleaned, and briefly summarized they are as follows: It is impossiblefor brakes to stick with the handle 1l set in releasing position. Theauxiliary reservoirs may be refilled While the brakes remain set. Thepressure in the brake-cylinders can be reduced Without releasing anypart of the air from`the main line or auxiliary reservoir. 'lhe dangerof attening the Wheels can be greatly reduced, if not entirely obviated.If the train parts, all brakes can be released on the forward sectionuntil the rear section stops. In coupling up after the break all brakesmay be released without Waiting to pump them off. W'aste of air may bereduced to the minimum by setting the cylinder-valve at the releasedposition as soon as the brakes have been applied. The engineer can seebrakecylinder pressure at all times. Brakes can always Abe applied, evenwhen the triple valves are defective.

Having thus fully described my invention, what I claim isl. In anair-brake system, the combination, substantially as described, of a rsttrain-line, a main reservoir, a triple valve, an auxiliary reservoir,and a brake-cylinder, all four connected to said rst train-line, asecond or auxiliary train-line connected to said brake-cylinder, acylinder-valve connected to both said first and second train-lines, apipe connecting the exhaust of said triple to said second trainline, anda two-Way cock located at the junction of said pipe and said secondtrain-line.

2. In an air-brake system, the combination, substant-ially as described,of a first train-line, a triple valve, a main reservoir, an auxiliaryreservoir, a brake-cylinder, and an engineers valve, all five connectedto'communicate With said iirst trainaline, a second train-line connectedto said brake-cylinder, a cylindervalve connected to both said first andsecond pipe-lines, a pipe connecting the exhaust of said triple to saidsecond train-line,| and a valve located at the junction of said pipe andsaid second train-line.

3. ln an air-brake system, the combination',

of a first train-line, a main reservoir, a triple Valve, an auxiliaryreservoir, and a brake-cylinder, all four connected to said firsttrainline, a second train-line connected to said 5 brake-cylinder, areducing-valve, a whistle, a

gage all three located in the cab and connected to said second train-line, an engneers Valve located in the cab and. connected to saidlirst train-line, and a cylinder-Valve located in the cab and connectedto both said first and 1o second train-lines.

In testimony whereof I have hereunto set my hand in presence of twosubscribing witmesses.

PAUL WHITING. Witnesses:

CHAs. F. MILLER, W. B. BUNKER.

